Braking system for a vehicle

Abstract

A brake system for a vehicle includes a backup cylinder body, a backup piston located in the backup cylinder body to be movable by pressing a pedal, a pedal simulator piston movably disposed in the backup cylinder body, a first backup chamber defined in the backup cylinder body by the backup piston and the pedal simulator piston and configured to store brake fluid, a first spring located in the first backup chamber to elastically support the backup piston and the pedal simulator piston, a stopper located in the backup cylinder body to limit movement of the pedal simulator piston, a second backup chamber defined in the backup cylinder body by the stopper and the pedal simulator piston and configured to store brake fluid, and a second spring located between the stopper and the pedal simulator piston to elastically support the pedal simulator piston. According to the present disclosure, the diameter of the backup cylinder body is reduced, thereby reducing the overall size of the vehicle brake system and achieving weight reduction.

Description

Technical Field

[0001] Exemplary embodiments of this disclosure relate to braking systems for vehicles. Background Technology

[0002] Typically, due to the characteristics of vehicle electric braking systems, a mechanism is needed to convert the rotational movement of a motor into the linear movement of a piston in a cylinder to generate hydraulic braking pressure.

[0003] Ball screw devices are used in electric braking systems as mechanisms that convert the rotary motion of a motor into linear motion. A ball screw device includes: a screw shaft that receives rotational force from a motor and rotates on its axis; a nut coupled to the screw shaft via balls and configured to move in the axial direction of the screw shaft; and a piston coupled to the nut and configured to pressurize working fluid in a cylinder.

[0004] In related technologies, the pedal simulator spring is limited by the pedal simulator piston and the pedal simulator stopper. Because the pedal simulator spring is located outside the pedal simulator piston, the diameter of the spare cylinder surrounding the pedal simulator piston and spring may not be reduced. As the diameter of the spare cylinder increases, the size of the hydraulic unit also increases, leading to an increase in the size and weight of the braking system used in the vehicle.

[0005] The background technology disclosed herein is in Korean Patent Publication No. 10-2021-0064367 (published on June 2, 2021, entitled "Hydraulic Unit for Hydraulic Vehicle Braking System"). Utility Model Content

[0006] Various embodiments are intended to provide a braking system for a vehicle in which the diameter of the spare cylinder body is reduced.

[0007] A braking system for a vehicle according to embodiments of the present disclosure may include: a backup cylinder body; a backup piston located in the backup cylinder body and configured to be movable by pressing a pedal; a pedal simulator piston movably disposed in the backup cylinder body and spaced apart from the backup piston; a first backup chamber defined by the backup piston and the pedal simulator piston in the backup cylinder body and configured to store brake fluid; a first spring located in the first backup chamber and configured to resiliently support the backup piston and the pedal simulator piston; a stop located in the backup cylinder body and configured to restrict movement of the pedal simulator piston; a second backup chamber defined by the stop and the pedal simulator piston in the backup cylinder body and spaced apart from the first backup chamber, the second backup chamber being configured to store brake fluid; and a second spring located between the stop and the pedal simulator piston and configured to resiliently support the pedal simulator piston, the second spring being located at an inner diameter portion of the pedal simulator piston.

[0008] The pedal simulator piston may include: a pedal simulator piston body; and a pedal simulator piston extension connected to the pedal simulator piston body, wherein the inner diameter of the pedal simulator piston extension is larger than the inner diameter of the pedal simulator piston body. A second spring may be located at the inner diameter portion of the pedal simulator piston extension.

[0009] The inner diameter portion of the pedal simulator piston extension may include: a base step portion connected to the inner diameter portion of the pedal simulator piston body, on which a second spring is disposed; and a first diameter enlargement portion connected to the base step portion and configured to enclose the second spring.

[0010] The inner diameter portion of the piston extension of the pedal simulator may further include a second diameter enlargement portion, which surrounds the second spring, and the inner diameter of the second diameter enlargement portion is larger than the inner diameter of the first diameter enlargement portion.

[0011] The inner diameter portion of the piston extension of the pedal simulator may also include a transition portion, which connects the first diameter expansion portion and the second diameter expansion portion and surrounds the second spring, wherein the inner diameter of the transition portion increases from the first diameter expansion portion to the second diameter expansion portion.

[0012] The stop may include: a stop body surrounded by a second spring; and a stop protrusion connected to and protruding outward from the stop body, the stop protrusion surrounding the second spring.

[0013] The stop protrusion may include: a stop step portion connected to the stop body, wherein a second spring is disposed on the stop step portion; and a first stop protrusion connected to the stop step portion and configured to surround the second spring.

[0014] The stop protrusion may also include a second stop protrusion, which surrounds the second spring, and the inner diameter of the second stop protrusion is larger than the inner diameter of the first stop protrusion.

[0015] The stopper protrusion may include a stopper transition portion, which connects the first stopper protrusion and the second stopper protrusion and surrounds the second spring. The inner diameter of the stopper transition portion increases from the first stopper protrusion to the second stopper protrusion.

[0016] The stop body may include an inwardly recessed anti-interference recess in the area surrounded by the second spring.

[0017] A braking system for a vehicle according to embodiments of the present disclosure may include: a backup cylinder body; a backup piston located in the backup cylinder body and configured to be movable by pressing a pedal; a pedal simulator piston movably disposed in the backup cylinder body and spaced apart from the backup piston; a first backup chamber defined by the backup piston and the pedal simulator piston in the backup cylinder body and configured to store brake fluid; a first spring located in the first backup chamber and configured to resiliently support the backup piston and the pedal simulator piston; a second backup chamber defined by the pedal simulator piston in the backup cylinder body and spaced apart from the first backup chamber, the second backup chamber being configured to store brake fluid; a stop located in the second backup chamber and configured to restrict movement of the pedal simulator piston; and a second spring located between the stop and the pedal simulator piston and configured to resiliently support the pedal simulator piston. The pedal simulator piston may surround the second spring. The maximum outer diameter portion of the pedal simulator piston may be closer to the inner wall of the backup cylinder body than the maximum outer diameter portion of the second spring. Attached Figure Description

[0018] Figure 1 This is a hydraulic circuit diagram illustrating a braking system for a vehicle according to an embodiment of the present disclosure.

[0019] Figure 2 This is a cross-sectional view showing a spare master cylinder unit according to an embodiment of the present disclosure.

[0020] Figure 3 yes Figure 2 A magnified view of part A.

[0021] Figure 4 This is a perspective view showing a first sealed cup according to an embodiment of the present disclosure.

[0022] Figure 5 This is a cross-sectional view showing a first sealing cup according to an embodiment of the present disclosure.

[0023] Figure 6 This is a cross-sectional perspective view showing a first sealing cup according to an embodiment of the present disclosure.

[0024] Figure 7 yes Figure 2 A magnified view of part B.

[0025] Figure 8 It is shown Figure 2 A perspective view of part B.

[0026] Figure 9 This is a view showing the surrounding portion of a piston shield according to an embodiment of the present disclosure.

[0027] Figure 10 yes Figure 9A magnified view of part C.

[0028] Figure 11 This is a perspective view showing a damper according to an embodiment of the present disclosure.

[0029] Figure 12 This is a front view showing a damper according to an embodiment of the present disclosure.

[0030] Figure 13 It is along Figure 11 The cross-sectional view of line BB.

[0031] Figure 14 It is along Figure 11 The cross-sectional view taken from line CC.

[0032] Figure 15 It is along Figure 11 The cross-sectional view of line DD.

[0033] Figure 16 This is a view showing the deformation states A to E of the damper caused by the stopper and pedal simulator piston according to an embodiment of the present disclosure.

[0034] Figure 17 It is shown Figure 16 The displacement-force diagrams for states A to E are shown. Detailed Implementation

[0035] In the following description, embodiments of a braking system for a vehicle according to the present disclosure will be described with reference to the accompanying drawings. It should be noted that the drawings are not to precise scale and the thickness of lines or the dimensions of components may be exaggerated for ease of description and clarity. Furthermore, the terminology used herein is defined in consideration of the function of this disclosure and may be modified according to the habits or intentions of the user or operator. Therefore, the definitions of terminology should be based on the full scope of the disclosure set forth herein.

[0036] Figure 1 This is a hydraulic circuit diagram illustrating a braking system for a vehicle according to an embodiment of the present disclosure. Figure 2 This is a cross-sectional view showing a spare master cylinder unit according to an embodiment of the present disclosure. Figure 3 yes Figure 2 An enlarged view of part A in the image. Figure 4 This is a perspective view showing a first sealed cup according to an embodiment of the present disclosure. Figure 5 This is a cross-sectional view showing a first sealing cup according to an embodiment of the present disclosure. Figure 6 This is a cross-sectional perspective view showing a first sealing cup according to an embodiment of the present disclosure. Figure 7 yes Figure 2 A magnified view of part B. Figure 8 It is shown Figure 2A perspective view of part B. Figure 9 This is a view showing the surrounding portion of a piston shield according to an embodiment of the present disclosure. Figure 10 yes Figure 9 A magnified view of part C. Figure 11 This is a perspective view showing a damper according to an embodiment of the present disclosure. Figure 12 This is a front view showing a damper according to an embodiment of the present disclosure. Figure 13 It is along Figure 11 The cross-sectional view of line BB. Figure 14 It is along Figure 11 The cross-sectional view taken from line CC.

[0037] Figure 15 It is along Figure 11 The cross-sectional view of line DD. Figure 16 This is a view showing the deformation states A to E of the damper caused by the stopper and pedal simulator piston according to an embodiment of the present disclosure. Figure 17 It is shown Figure 16 The displacement-force diagrams for states A to E are shown.

[0038] refer to Figure 1 and Figure 2 According to embodiments of the present disclosure, a braking system 1 for a vehicle may include a reservoir 10, a backup master cylinder unit 100, a main master cylinder unit 30, a motor M, a first flow path 50, a first valve 55, a second flow path 60, a second valve 65, and a pedal 70.

[0039] The reservoir 10 can store brake fluid. The reservoir 10 can be divided into a first storage section 11 and a second storage section 12. The reservoir 10 can be connected to the standby master cylinder unit 100 to supply brake fluid to the standby master cylinder unit 100.

[0040] Brake fluid discharged from reservoir 10 can flow to and be supplied to multiple wheel cylinders 40 to meet the required braking force. Reservoir 10 is connected to wheel cylinders 40 to recover brake fluid.

[0041] The backup master cylinder unit 100 is located between the reservoir 10 and the wheel cylinder 40. The backup master cylinder unit 100 is connected to the reservoir 10 and can generate hydraulic pressure by pressing the pedal 70. The backup master cylinder unit 100 may include the pedal 70, the pedal stroke sensor 71, the operating lever 90, and the backup cylinder body 110.

[0042] The pedal 70 is a component that is pressed by the driver to apply the brakes. A pedal travel sensor 71, which is mounted on the pedal 70, can sense the travel of the pedal 70. The operating lever 90 can be interlocked as the pedal 70 is pressed down, and pressurize the interior of the spare cylinder body 110.

[0043] The spare cylinder body 110 may include a first spare chamber 160 and a second spare chamber 165, each of which stores brake fluid. The first spare chamber 160 and the second spare chamber 165 are not in communication with each other.

[0044] Through the opening end of the first spare chamber 160 (based on) Figure 2 The right end of the middle), the operating lever 90 and one end connected to the operating lever 90 (based on Figure 2 The spare piston 120 (at the left end) can be inserted into the spare cylinder body 110.

[0045] When the user (i.e., the driver) presses pedal 70, in other words, when pedal 70 is depressed, the operating lever 90 and the reserve piston 120 can move forward (based on) in the first reserve chamber 160. Figure 2 Move to the left to pressurize the brake fluid.

[0046] As the first spare chamber 160 is pressurized, the brake fluid in the second spare chamber 165 can also be pressurized. The stopper 140 can be located at one end of the second spare chamber 165 (based on...). Figure 2 (at the left end), and can limit the movement of the pedal simulator piston 130 installed inside the second spare chamber 165 to provide the driver with pedal feel.

[0047] One end of the first backup flow path 15 is connected to the first storage section 11, and the other end is connected to the first backup chamber 160. Brake fluid discharged from the first storage section 11 can be supplied to the first backup chamber 160 through the first backup flow path 15.

[0048] One end of the second backup flow path 16 is connected to the second storage section 12, and the other end is connected to the second backup chamber 165. Brake fluid discharged from the second storage section 12 can be supplied to the second backup chamber 165 through the second backup flow path 16.

[0049] The first backup valve 16a can be disposed on the second backup flow path 16. The first backup valve 16a can be normally closed and can remain closed in non-powered mode. More specifically, the first backup valve 16a can prevent brake fluid from flowing from the second backup chamber 165 to the second storage section 12.

[0050] The master cylinder unit 30 is configured to adjust the hydraulic pressure of the brake fluid via piston P, thereby generating the required braking force. Piston P moves via a drive motor M. Multiple main chambers for storing brake fluid can be provided inside the master cylinder unit 30.

[0051] The master cylinder unit 30 can be connected to multiple wheel cylinders 40 and can supply brake fluid to the wheel cylinders 40. The wheel cylinders 40 that supply brake fluid can provide braking force to the wheels.

[0052] When the master cylinder unit 30 is operating normally, brake fluid pressurized by the motor M can be supplied to the wheel cylinder 40. In the event of a malfunction in the master cylinder unit 30, brake fluid pressurized by pressing the pedal 70 can be supplied to the wheel cylinder 40.

[0053] One end of the third backup flow path 17 is connected to the second storage section 12, and the other end is connected to the main flow path 14. The flow of brake fluid discharged from the second storage section 12 can be controlled by the control valve 14a.

[0054] At least one check valve may be installed on the third backup flow path 17. The check valve can prevent brake fluid from flowing backward from the main chamber of the master cylinder unit 30 to the second storage section 12.

[0055] One end of the fourth backup flow path 18 can be connected to a point on the first recovery flow path 41, and the other end can be connected to the main chamber of the master cylinder unit 30. The first recovery flow path 41 is connected to the first storage section 11. Therefore, the brake fluid discharged from the wheel cylinder 40 can be recovered into the reservoir 10.

[0056] At least one check valve may be installed on the fourth backup flow path 18. The check valve can prevent brake fluid from flowing backward from the main chamber of the master cylinder unit 30 to the first recovery flow path 41.

[0057] The second recovery flow path 42 is connected to the second storage section 12. Therefore, the brake fluid discharged from the wheel cylinder 40 can be recovered into the reservoir 10.

[0058] One end of the fifth backup flow path 19 can be connected to a point on the second backup flow path 16, and the other end can be connected to a point on the main flow path 14. A second backup valve 19a can be installed on the fifth backup flow path 19. The second backup valve 19a can be normally open.

[0059] The main flow path 14 can be connected to the master cylinder unit 30. Brake fluid discharged from the master cylinder unit 30 can flow through the main flow path 14. Wheel cylinders 40 can receive brake fluid from the master cylinder unit 30 through the main flow path 14.

[0060] The control valve 14a, configured to open and close the main flow path 14, can be located at a point on the main flow path 14. The control valve 14a can be normally open. Therefore, the control valve 14a can be opened in non-powered mode.

[0061] The first flow path 50 connects the spare master cylinder unit 100 and the master control master cylinder unit 30. Brake fluid can flow through the first flow path 50. One end of the first flow path 50 is connected to the first spare chamber 160, and the other end is connected to the first master chamber of the master control master cylinder unit 30 (reference numerals omitted).

[0062] A hydraulic sensor 51 may be disposed on the first flow path 50. The hydraulic sensor 51 may be disposed on the first flow path 50 between the first spare chamber 160 and the first valve 55. The hydraulic sensor 51 may sense the hydraulic pressure of the brake fluid generated by the spare master cylinder unit 100.

[0063] The first valve 55 can be located on the first flow path 50 and can control the flow of brake fluid. The first valve 55 can be normally open.

[0064] The second flow path 60 can be connected to the master cylinder unit 30. Brake fluid discharged from the master cylinder unit 30 can flow through the second flow path 60. The second flow path 60 is connected to the first main chamber of the master cylinder unit 30. Therefore, the wheel cylinder 40 can receive brake fluid from the master cylinder unit 30 through the second flow path 60.

[0065] The second valve 65 can be located on the second flow path 60 and can control the flow of brake fluid. The second valve 65 is positioned at a point on the second flow path 60 to open and close the second flow path 60. The second valve 65 can be normally open. Therefore, the second valve 65 is open in non-powered mode. When the second valve 65 is closed, it can block the flow of brake fluid through the second flow path 60.

[0066] A controller (not shown) can control the operation of the first valve 55 and the first backup valve 16a. When the driver presses the pedal 70, the controller can provide a pedal feel corresponding to the pressing of the pedal 70 by controlling the first valve 55 and the first backup valve 16a. Therefore, according to this disclosure, pedal reaction force can be simulated.

[0067] When the braking system is operating normally, the master cylinder unit 30 can be actuated in response to the degree of pedal pressure sensed by the backup master cylinder unit 100 when the pedal 70 is pressed during vehicle operation. Brake fluid pressurized by the master cylinder unit 30 is supplied to the wheel cylinders 40, thereby achieving vehicle braking.

[0068] The first valve 55 can be a normally open valve. Under normal braking system conditions, power can be supplied to the first valve 55 to prevent brake fluid from flowing from the first flow path 50 to the second flow path 60.

[0069] In the event of abnormal operation of the braking system, no power is supplied to the first valve 55, causing the flow path to open, thereby connecting the first flow path 50 and the second flow path 60. In this state, if the pedal 70 is pressed while the vehicle is in motion, the brake fluid pressurized by the backup master cylinder unit 100 passes through the first flow path 50 and the second flow path 60, and is then supplied to the wheel cylinders 40, thereby braking the vehicle.

[0070] Reference Figures 1 to 3 According to embodiments of the present disclosure, the backup master cylinder unit 100 may include a backup cylinder body 110, a backup piston 120, a pedal simulator piston 130, a stopper 140, a first backup chamber 160, and a second backup chamber 165.

[0071] The spare piston 120 is disposed inside the spare cylinder body 110, and moves forward or backward within the spare cylinder body 110 depending on whether the pedal 70 is pressed or released (based on...). Figure 2 It can move to the left or right. When the driver presses pedal 70, the spare piston 120 can move forward (based on) inside the spare cylinder body 110. Figure 2 Move to the left.

[0072] The pedal simulator piston 130 is movable forward or backward within the spare cylinder body 110 and can be positioned spaced apart from the spare piston 120. In conjunction with the forward movement of the spare piston 120, the pedal simulator piston 130 can also move forward.

[0073] The stopper 140 can be located inside the spare cylinder body 110 and can restrict the movement of the pedal simulator piston 130. When the forward-moving pedal simulator piston 130 contacts the stopper 140, further forward movement of the pedal simulator piston 130 may be blocked.

[0074] The first spare chamber 160 is defined within the spare cylinder body 110 by the inner wall of the spare cylinder body 110, the spare piston 120, and the pedal simulator piston 130. The first spare chamber 160 can store brake fluid supplied from the first storage section 11.

[0075] The second spare chamber 165 is defined within the spare cylinder body 110 by the inner wall of the spare cylinder body 110, the stopper 140, and the pedal simulator piston 130. The second spare chamber 165 can store brake fluid supplied from the second storage section 12.

[0076] The spare master cylinder unit 100 according to embodiments of the present disclosure may include a first spring 150 and a second spring 155.

[0077] The first spring 150 can be disposed in the first spare chamber 160 and can elastically support the spare piston 120 and the pedal simulator piston 130.

[0078] The first side of the first spring 150 (based on) Figure 2 The right side of the first spring 150 is connected to or supported by the spare piston 120, and the second side of the first spring 150 is based on... Figure 2 The first spring 150 is connected to or supported by the pedal simulator piston 130 on the left side, so that the first spring 150 can be compressed and deformed by the forward movement of the backup piston 120. When the pedal 70 is pressed and released, the backup piston 120 can return to its original position by the elastic restoring force of the first spring 150.

[0079] The second spring 155 is disposed in the second spare chamber 165. The second spring 155 may be located between the stopper 140 and the pedal simulator piston 130, and may elastically support the pedal simulator piston 130.

[0080] The first side of the second spring 155 (based on) Figure 2 The right side of the second spring 155 is connected to or supported by the pedal simulator piston 130, and the second side of the second spring 155 is based on... Figure 2 The second spring 155 is connected to or supported by the stop 140 on the left side, so that it can be compressed and deformed by the forward movement of the pedal simulator piston 130. When the pedal 70 is pressed down, the pedal simulator piston 130 can return to its original position by the elastic restoring force of the second spring 155.

[0081] The pedal simulator piston 130 may include a pedal simulator piston body 131 and a piston extension 132.

[0082] The pedal simulator piston body 131 has a first side (based on Figure 2 The right side) is closed and on the second side (based on Figure 2 (Left side) Open cylindrical shape. The stopper 140 can be configured to insert into the open end of the pedal simulator piston body 131 (based on...) Figure 2 (at the left end)

[0083] The pedal simulator piston body 131 may include a space that allows a damper 170 to be disposed therein. The damper 170 is surrounded by the pedal simulator piston body 131 and the stop 140.

[0084] Because of the first spring 150, the second spring 155 and the damper 170, when the pedal 70 is pressed, a predetermined reaction force can be provided to the driver, and when the pressing of the pedal 70 is released, a restoring force can be provided to the pedal 70.

[0085] The pedal simulator piston extension 132 is connected to the open end of the pedal simulator piston body 131 (based on...). Figure 2 (at the left end), and is formed to surround the stop 140. The pedal simulator piston extension 132 can be integrally formed with the pedal simulator piston body 131.

[0086] The inner diameter of the pedal simulator piston extension 132 is larger than the inner diameter of the pedal simulator piston body 131. In other words, the diameter of the inner diameter portion 132a of the pedal simulator piston extension 132 is larger than the diameter of the inner diameter portion 131a of the pedal simulator piston body 131. Therefore, the pedal simulator piston extension 132 has a larger space in the inner diameter portion 132a than the pedal simulator piston body 131.

[0087] The second spring 155 is disposed between the stopper 140 and the pedal simulator piston 130, and may be located at the inner diameter portion 132a of the pedal simulator piston extension 132.

[0088] The inner diameter portion 132a of the pedal simulator piston extension 132 may include a base step portion 1321 and a first diameter enlargement portion 1322.

[0089] The base step portion 1321 is connected to the inner diameter portion 131a of the pedal simulator piston body 131. The pedal simulator piston extension 132 may have an internal space that is longer than the pedal simulator piston body 131 beyond the base step portion 1321. A second spring 155 is mounted on the base step portion 1321.

[0090] The first diameter enlargement portion 1322 is connected to the base step portion 1321 and surrounds the second spring 155. The first diameter enlargement portion 1322 has an inner diameter larger than the inner diameter portion 131a of the pedal simulator piston body 131.

[0091] Because the second spring 155 is located at the inner diameter portion 132a of the pedal simulator piston extension 132, in other words, because the pedal simulator piston extension 132 surrounds the second spring 155, the movement of the second spring 155 during compression may be restricted by the pedal simulator piston extension 132.

[0092] The inner diameter portion 132a of the pedal simulator piston extension 132 may include a second diameter enlargement portion 1324. The second diameter enlargement portion 1324 has a larger inner diameter than the first diameter enlargement portion 1322 and surrounds the second spring 155.

[0093] Even if buckling of the second spring 155 occurs during the compression of the second spring 155 (especially outward buckling) (based on Figure 3 (Upward) Because the position of the second diameter enlarged portion 1324 is further outward than that of the first diameter enlarged portion 1322, the second spring 155 will not come into contact with the second diameter enlarged portion 1324. Therefore, during the compression of the second spring 155, interference between the second spring 155 and the pedal simulator piston 130 can be prevented, thereby avoiding operational losses.

[0094] The inner diameter portion 132a of the pedal simulator piston extension 132 may include a transition portion 1323. The transition portion 1323 connects the first diameter enlargement portion 1322 and the second diameter enlargement portion 1324, and the inner diameter of the transition portion 1323 gradually increases from the first diameter enlargement portion 1322 toward the second diameter enlargement portion 1324. The transition portion 1323 may be formed as an inclined surface shape.

[0095] Because the inner diameter of the inner diameter portion 132a of the pedal simulator piston extension 132 gradually increases from the first diameter expansion portion 1322 to the second diameter expansion portion 1324 through the transition portion 1323, damage to the second spring 155 can be prevented even when the second spring 155 comes into contact with the inner diameter portion 132a of the pedal simulator piston extension 132 due to the buckling deformation of the second spring 155.

[0096] The stopper 140 may include a stopper body 141 and a stopper protrusion 142.

[0097] The stopper body 141 has a cylindrical shape extending along the longitudinal direction of the spare cylinder body 110. The first end of the stopper body 141 (based on...) Figure 2 The right end can be inserted into the open end of the pedal simulator piston body 131.

[0098] The stop body 141 can be disposed inside the second spring 155. That is, the stop body 141 is surrounded by the second spring 155.

[0099] The stopper protrusion 142 is connected to the second end of the stopper body 141 (based on...) Figure 2 (at the left end), and protrudes outward from the stop body 141. A portion of the stop protrusion 142 is configured to face the outer peripheral surface of the stop body 141 and surround the second spring 155.

[0100] The stop protrusion 142 may include a stop step portion 1421 and a first stop protrusion 1422.

[0101] The stop step portion 1421 is connected to the stop body 141. The first stop protrusion 1422 can provide greater internal space by extending outward from the stop step portion 1421. The second spring 155 is mounted on the stop step portion 1421. The outer diameter portion 141a of the stop body 141 can contact the inner diameter portion 131a of the pedal simulator piston body 131.

[0102] The first stop protrusion 1422 is connected to the stop step portion 1421 and surrounds the second spring 155. The inner diameter of the first stop protrusion 1422 is larger than the diameter of the outer diameter portion 141a of the stop body 141.

[0103] Because the second spring 155 is located at the inner diameter portion of the first stop protrusion 1422, in other words, because the first stop protrusion 1422 surrounds the second spring 155, the movement of the second spring 155 during compression may be restricted by the first stop protrusion 1422.

[0104] The stopper protrusion 142 may include a second stopper protrusion 1424. The second stopper protrusion 1424 has a larger inner diameter than the first stopper protrusion 1422 and surrounds the second spring 155.

[0105] Even if buckling of the second spring 155 occurs during the compression of the second spring 155 (especially outward buckling) (based on Figure 3 (Upward) Because the second stop protrusion 1424 is positioned further outward than the first stop protrusion 1422, the second spring 155 will not contact the second stop protrusion 1424. Therefore, during the compression of the second spring 155, interference between the second spring 155 and the stop protrusion 142 can be prevented, thereby avoiding operational losses.

[0106] The stopper protrusion 142 may include a stopper transition portion 1423. The stopper transition portion 1423 connects the first stopper protrusion 1422 and the second stopper protrusion 1424, and the inner diameter of the stopper transition portion 1423 gradually increases from the first stopper protrusion 1422 toward the second stopper protrusion 1424. The stopper transition portion 1423 may be formed with an inclined surface shape.

[0107] Because the inner diameter of the stop transition portion 1423 causes the inner diameter of the stop protrusion 142 to gradually increase from the first stop protrusion 1422 to the second stop protrusion 1424, damage to the second spring 155 can be prevented even when the second spring 155 comes into contact with the inner diameter of the stop protrusion 142 due to the bending deformation of the second spring 155.

[0108] An anti-interference recess 1411 may be formed in the stop body 141. The anti-interference recess 1411 may be formed in the outer peripheral surface of the stop body 141 and may be located in the region surrounded by the second spring 155. Because the anti-interference recess 1411 is recessed inward in the outer peripheral surface of the stop body 141, the gap between the second spring 155 and the region corresponding to the anti-interference recess 1411 becomes larger than the gaps in other regions of the stop body 141.

[0109] Even if buckling of the second spring 155 occurs during the compression of the second spring 155 (especially inward buckling) (based on Figure 3 (Downward) Compared to other areas of the stopper body 141, the area of ​​the stopper body 141 with the anti-interference recess 1411 is further apart from the second spring 155, so that the second spring 155 does not contact the area corresponding to the anti-interference recess 1411. Therefore, interference between the second spring 155 and the stopper body 141 during the compression of the second spring 155 can be prevented, thereby avoiding operational losses.

[0110] The second spring 155 can be mounted on both the base step portion 1321 of the pedal simulator piston extension 132 and the stop step portion 1421 of the stop protrusion 142. The base step portion 1321 and the stop step portion 1421 can be arranged to face each other in the longitudinal direction of the spare cylinder body 110.

[0111] Because the second spring 155 is surrounded by the pedal simulator piston extension 132, the maximum outer diameter portion of the pedal simulator piston extension 132 can be closer to the inner wall of the spare cylinder body 110 than the maximum outer diameter portion of the second spring 155.

[0112] Because the second spring 155 is located inside rather than outside the pedal simulator piston 130, not only the inner diameter of the spare cylinder body 110 can be reduced, but also its outer diameter. Therefore, the overall size of the vehicle braking system can be reduced, thereby enabling weight reduction.

[0113] Reference Figure 1 , Figure 2 and Figures 4 to 6According to embodiments of the present disclosure, a braking system 1 for a vehicle may include a plurality of sealing cups and a lubricating oil bag-like object 185 mounted on the inner wall of a spare cylinder body 110. The plurality of sealing cups may include a first sealing cup 181, a second sealing cup 182, a third sealing cup 183, and a fourth sealing cup 184.

[0114] The first sealing cup 181 and the second sealing cup 182 can be located on opposite sides of the first port 111 connected to the first backup flow path 15. One end of the first backup flow path 15 can be connected to the first storage section 11, and the other end can be connected to the first port 111. Based on the first port 111, the first sealing cup 181 can be located on the side facing the pedal 70, and the second sealing cup 182 can be located on the side opposite to the pedal 70 (i.e., the side facing the stopper 140).

[0115] The first sealing cup 181 and the second sealing cup 182 can contact the spare piston 120. Therefore, the first sealing cup 181 can prevent brake fluid in the first spare chamber 160 from leaking to the outside, and the second sealing cup 182 can help generate brake fluid pressure in the first spare chamber 160.

[0116] The first sealing cup 181 may be spaced apart from the first port 111 and facing the pedal 70, and the second sealing cup 182 may be spaced apart from the first port 111 and facing the stopper 140.

[0117] The lubricating oil pouch 185 can be positioned spaced apart from the first sealing cup 181 facing the pedal 70. Therefore, the second sealing cup 182, the first port 111, the first sealing cup 181, and the lubricating oil pouch 185 are positioned sequentially in order of increasing proximity to the pedal 70.

[0118] The lubricating oil pouch 185 can be formed in a groove shape so that it can be filled with lubricating oil. The lubricating oil pouch 185 can be formed in the circumferential direction along the inner wall of the spare cylinder body 110.

[0119] When lubricating oil is applied to the lubricating oil pouch 185, during the assembly or operation of the spare piston 120, the lubricating oil filling the lubricating oil pouch 185 may form a lubricating film on the outer peripheral surface of the spare piston. Therefore, when the spare piston 120 passes through the first sealing cup 181, dry friction between the spare piston 120 and the first sealing cup 181 can be suppressed.

[0120] The lubricating oil pouch 185 can be continuously formed in the circumferential direction along the inner wall of the spare cylinder body 110. Therefore, the lubricating film can be uniformly formed along the outer peripheral surface of the spare piston 120.

[0121] Because wet friction occurs between the spare piston 120 and the first sealing cup 181 through the lubricating oil supplied by the lubricating oil bag 185, frictional noise caused by the contact between the spare piston 120 and the first sealing cup 181 during the pressing and releasing operation of the pedal 70 can be reduced, and the inconsistency of the pedal feel can be alleviated.

[0122] The first sealing cup 181 may have a generally C-shaped, V-shaped, or U-shaped cross-sectional shape.

[0123] The first sealing cup 181 may include a filling groove 181a on the inner surface that contacts the spare piston 120, the filling groove 181a being capable of being filled with lubricating oil.

[0124] During the assembly or operation of the spare piston 120, as the spare piston 120 passes through the lubricating oil pouch 185, lubricating oil filled in the lubricating oil pouch 185 can be supplied to the spare piston 120. Therefore, when the spare piston 120, with lubricating oil supplied to its outer peripheral surface, reaches the first sealing cup 181, the lubricating oil on the outer peripheral surface of the spare piston 120 may flow into the filling groove 181a of the first sealing cup 181.

[0125] By moving the backup piston 120, the lubricating oil filled in the lubricating oil bag 185 can be supplied to the filling groove 181a of the first sealing cup 181, and the lubricating oil supplied in the above manner can further suppress dry friction between the backup piston 120 and the first sealing cup 181.

[0126] The filling groove 181a can be formed in the inner surface of the first sealing cup 181 in a circumferential direction, and can be continuously formed into a complete circle. Therefore, the lubricating film can be uniformly formed along the outer peripheral surface of the spare piston 120.

[0127] Because lubricating oil is introduced into the filling groove 181a of the first sealing cup 181, wet friction occurs between the spare piston 120 and the first sealing cup 181, thus reducing frictional noise caused by the contact between the spare piston 120 and the first sealing cup 181 during the operation of the pedal 70, and reducing the inconsistency in pedal feel.

[0128] Multiple filling grooves 181a can be formed circumferentially on the inner surface of the first sealing cup 181. Because the lubricating oil introduced into the first sealing cup 181 can be retained in sufficient quantity through the multiple filling grooves 181a, the lubricating film formed on the spare piston 120 can be maintained for a long time.

[0129] Multiple filling grooves 181a can be arranged at regular intervals along the circumferential direction in the inner surface of the first sealing cup 181. Because the filling grooves 181a are arranged at regular intervals, the lubricating oil can be evenly applied to the spare piston 120 without concentrating in a specific area.

[0130] The third sealing cup 183 and the fourth sealing cup 184 can be located on opposite sides of the second port 116 connected to the second backup flow path 16. Based on the second port 116, the third sealing cup 183 can be located on the side facing the pedal 70, and the fourth sealing cup 184 can be located on the side opposite to the pedal 70 (i.e., the side facing the stopper 140).

[0131] The third sealing cup 183 and the fourth sealing cup 184 can contact the pedal simulator piston 130. Therefore, the third sealing cup 183 can help seal the first spare chamber 160 and help generate brake fluid pressure in the first spare chamber 160. The fourth sealing cup 184 can help generate brake fluid pressure in the second spare chamber 165.

[0132] The spare cylinder body 110 may include a third port 112 that connects the first flow path 50 to the first spare chamber 160 and a fourth port 117 that connects the fifth spare flow path 19 to the second spare chamber 165.

[0133] Reference Figure 1 , Figure 2 , Figure 7 and Figure 8 According to embodiments of the present disclosure, a braking system 1 for a vehicle may include a ball joint 80 and an operating lever 90.

[0134] The ball joint component 80 can be connected to the pedal 70 and may include a recessed portion 85. The ball joint component 80 can be connected directly or indirectly to the pedal 70.

[0135] The operating lever 90 can be inserted into the recess 85 and coupled to the ball joint 80. When the driver depresses the pedal 70, the operating lever 90 connected to the ball joint 80 can be operated in conjunction with the depressing of the pedal 70, thereby pressing the backup piston 120. The pressed backup piston 120 can move forward (based on...) Figure 2 Move to the left to pressurize the brake fluid in the first spare chamber 160.

[0136] When the external force applied to the pedal 70 is removed, the spare piston 120 can return to its original position by the restoring force provided by the first spring 150, the second spring 155 and the damper 170, and the operating lever 90 and the ball joint 80 can also return to their original positions.

[0137] The ball head component 80 may include a ball head 81 and a socket 82.

[0138] The ball head 81 can be directly or indirectly coupled to the pedal 70. The socket 82 can be coupled to the ball head 81 and can include a socket recess 85 into which the operating lever 90 can be inserted. The socket 82 can be integrally formed with the ball head 81.

[0139] The operating lever 90 may include a lever body 91 and a lever protrusion 92.

[0140] The lever body 91 can be coupled to the spare piston 120. The lever body 91 can be inserted into the spare piston 120 and can press the spare piston 120 when the pedal 70 is pressed.

[0141] The rod protrusion 92 is coupled to the rod body 91 and protrudes toward the side opposite to the spare piston 120 (i.e. toward the pedal 70). The rod protrusion 92 can be inserted into the recess 85.

[0142] The operating lever 90 may include a lever step portion 93. The outer diameter of the lever protrusion 92 may be smaller than the outer diameter of the lever body 91, such that the lever step portion 93 is located at the connection between the lever body 91 and the lever protrusion 92.

[0143] The depth from the end 83 of the socket 82 to the bottom surface 85a of the socket recess 85 can be greater than the length of the rod protrusion 92. The length of the rod protrusion 92 can correspond to the distance from the rod step portion 93 to the front end of the rod protrusion 92.

[0144] When the operating rod 90 is inserted into the recess 85, the rod step portion 93 can be used as a positioning surface.

[0145] During the coupling process of the ball joint 80 and the operating lever 90, the lever protrusion 92 can be inserted into the socket recess 85 until the lever step portion 93 contacts the end 83 of the socket 82.

[0146] When the step portion 93 of the rod contacts the end 83 of the socket 82, it prevents the rod protrusion 92 from further inserting into the socket recess 85. In other words, when the end 83 of the socket 82 contacts the step portion 93 of the rod, the position of the ball joint component 80 on the operating lever 90 is fixed. Through the above process, the operator can recognize that the operating lever 90 has been fully coupled to the ball joint component 80.

[0147] With the operating lever 90 inserted into the recess 85 and coupled with the ball joint member 80, the front end of the operating lever 90 (especially the front end of the lever protrusion 92) (based on Figure 7 The right end of the recess 85 can be spaced apart from the bottom surface 85a of the recess 85 by a distance d.

[0148] Because the bottom surface 85a of the recess 85 and the front end of the operating lever 90 are spaced apart from each other, the difficulty of machining the recess 85 including the bottom surface 85a can be reduced.

[0149] The bottom surface 85a of the recess 85 is an area with relatively high machining difficulty due to its size and shape. However, since the bottom surface 85a of the recess 85 is spaced apart from the front end of the operating lever 90, the machinability of the bottom surface 85a of the recess 85 can be improved, and machining deviations of the bottom surface 85a of the recess 85 will not affect the coupling between the ball joint 80 and the operating lever 90.

[0150] Therefore, by adjusting the dimensions of the ball joint component 80 and the operating lever 90, the length deviation from the spare master cylinder unit 100 to the ball joint component 80 on which the pedal 70 is mounted can be reduced, thereby minimizing dimensional changes.

[0151] The rod protrusion 92 and the bearing recess 85 can be threadedly coupled to each other. Threads 84 and 94 can be formed on the outer surface of the rod protrusion 92 and the inner surface of the bearing recess 85, respectively, thereby realizing the threaded coupling between the rod protrusion 92 and the bearing recess 85.

[0152] Reference Figure 1 , Figure 2 , Figure 9 and Figure 10 According to embodiments of the present disclosure, a braking system 1 for a vehicle may include a bracket housing 200 and a piston shield 210.

[0153] The support housing 200 surrounds the spare piston 120. A piston guard 210 is mounted on the support housing 200 and extends toward the operating lever 90. The piston guard 210 can contact the operating lever 90 and prevent foreign objects from entering the spare piston 120.

[0154] The piston shield 210 may include a shield mounting portion 211 and a shield blocking portion 215. The piston shield 210 may include an elastically deformable material. In this embodiment, the piston shield 210 may include a rubber material.

[0155] The guard mounting portion 211 is mounted to the bracket housing 200. The bracket housing 200 is formed to be open on one side to allow movement of the operating lever 90. The guard mounting portion 211 may include a peripheral mounting portion 213 and a peripheral extension portion 212.

[0156] The peripheral mounting portion 213 can be mounted to surround the outer periphery of the bracket housing 200 at the open end side. A groove can be formed in the outer peripheral surface of the open end of the bracket housing 200, and the peripheral mounting portion 213 can be fitted into the groove in the bracket housing 200.

[0157] The peripheral extension 212 extends from the peripheral mounting portion 213 toward the pedal 70 and is formed to surround the operating lever 90.

[0158] The connecting groove 214 can be provided on the inner surface of the cover mounting portion 211 that connects the outer mounting portion 213 and the outer extension portion 212 (i.e., inside the connection area between the outer mounting portion 213 and the outer extension portion 212).

[0159] Due to the connecting groove 214, the thickness of the connection area between the peripheral mounting portion 213 and the peripheral extension portion 212 can be reduced compared to the thickness of the peripheral mounting portion 213 and the peripheral extension portion 212.

[0160] During operation of pedal 70, operating lever 90 can tilt relative to standby piston 120 within a predetermined angle range. Because the shroud mounting portion 211 has a connecting groove 214, which is thinner than other portions and formed in the connection area between the peripheral mounting portion 213 and the peripheral extension portion 212, vertical movement of the shroud blocking portion 215 can be facilitated during tilting of operating lever 90.

[0161] Therefore, since the vertical movement of the shield blocking portion 215 can be smoothly performed during the tilting of the operating lever 90, the operating lever 90 and the shield blocking portion 215 can be prevented from being spaced apart from each other, thereby preventing foreign objects from being introduced around the entire circumference of the operating lever 90.

[0162] The connecting groove 214 can be continuously formed in the circumferential direction in the inner surface of the cover mounting portion 211. Therefore, the cover blocking portion 215 can be moved in any direction and is not limited to a specific direction.

[0163] The shield blocking portion 215 is integrally formed with the shield mounting portion 211 and extends toward the operating lever 90 to contact the operating lever 90.

[0164] The shield blocking portion 215 can surround the circumference of the operating lever 90 and contact the operating lever 90, thereby preventing foreign objects (including dust) from entering the spare piston 120 during the movement of the operating lever 90.

[0165] The shield blocking portion 215 may include connecting blocking portions 216, 217 and 218, and contact blocking portion 219.

[0166] The connection blocking portions 216, 217 and 218 may include a first connection blocking portion 216 connected to the cover mounting portion 211, a second connection blocking portion 217 connected to the first connection blocking portion 216 and having a thickness greater than the first connection blocking portion 216, and a third connection blocking portion 218 connected to the second connection blocking portion 217 and extending from the second connection blocking portion 217 toward the operating lever 90.

[0167] The angle formed between the shield mounting portion 211 and the shield blocking portion 215 can be an acute angle. In this embodiment, the shield mounting portion 211 and the first connecting blocking portion 216 are oriented at an acute angle.

[0168] Because the shield blocking portion 215 forms an acute angle (θ) rather than a right angle with respect to the shield mounting portion 211, deformation of the shield blocking portion 215 can be achieved more easily during the tilting of the operating lever 90. Therefore, the sliding of the operating lever 90 can be smoother, and because the shield blocking portion 215 maintains constant contact with the operating lever 90, foreign objects (including dust) can be prevented from entering the spare piston 120 during the movement of the operating lever 90.

[0169] The contact blocking portion 219 contacts the operating lever 90. The contact blocking portion 219 can extend from the third connecting blocking portion 218, and the length of the contact blocking portion 219 can be greater than the distance from the end of the third contact blocking portion 218 to the operating lever 90. Therefore, even during the tilting of the operating lever 90, the contact blocking portion 219 can remain in close contact with the operating lever 90.

[0170] Each of the second connecting blocking portion 217 and the third connecting blocking portion 218 can be thicker than the contact blocking portion 219. Therefore, the second connecting blocking portion 217 and the third connecting blocking portion 218 can stably support the contact blocking portion 219, and the contact blocking portion 209 can more easily deform elastically. Thus, the contact blocking portion 219 can provide uniform contact pressure along the circumference of the operating lever 90, and can allow the operating lever 90 to slide more smoothly.

[0171] The third connecting blocking portion 218 can be oriented perpendicular to the operating lever 90. Therefore, the third connecting blocking portion 218 can stably support the contact blocking portion 219, and when in contact with the operating lever 90, the degree of elastic deformation occurring in the contact blocking portion 219 may be greater than the degree of elastic deformation occurring in the third connecting blocking portion 218.

[0172] According to this embodiment, by applying the sliding piston guard 210, even when the operating lever 90 tilts due to the operation or swing of the pedal 70, it can maintain close contact with the operating lever 90, thereby preventing foreign objects from entering the spare piston 120. Furthermore, even when the pedal 70 is designed to have a relatively long full stroke, design constraints may not be imposed, thus increasing design flexibility.

[0173] Reference Figure 1 , Figure 2 and Figures 11 to 17 The damper 170 can be located between the stop 140 and the pedal simulator piston 130. When the pedal simulator piston 130 is moved toward the stop 140 by pressing the pedal 70, the damper 170 can elastically deform.

[0174] When the damper 170 is elastically deformed by pressing the pedal 70, the braking system 1 for the vehicle can provide a reaction force to the driver. When the pedal 70 is released from pressure, the damper 170 can provide a restoring force to return the pedal simulator piston 130 and other related components to their original positions.

[0175] In this embodiment, only one damper 170 can be provided in the backup main cylinder unit 100. Therefore, the assembly workload and material cost of the backup main cylinder unit 100 can be reduced, and design flexibility can be improved.

[0176] The damper 170 may include a material that can expand outward when compressed by pressing the pedal simulator piston 130. When compressed by pressing the pedal simulator piston 130, the damper 170 can deform such that its length decreases and its radial width (i.e., its outer diameter) increases. The damper 170 may include a rubber material.

[0177] The damper 170 may include a damper body 171 and a damper protrusion 176.

[0178] The damper body 171 can be formed into a hollow cylindrical shape. A through hole 179 extending along the longitudinal direction of the damper body 171 can be provided in the central portion of the damper body 171. Because the damper body 171 is formed into a cylindrical shape, its durability can be improved. The damper body 171 can also be formed into a generally cylindrical shape.

[0179] The damper body 171 may include a first surface 173a facing the stopper 140 and a closed end facing the pedal simulator piston 130 (based on...). Figure 2The second surface 173b (at the right end of the first surface 173a). The damper body 171 may have a columnar shape extending from the first surface 173a toward the second surface 173b. The longitudinal direction of the damper body 171 may be the same as the longitudinal direction of the spare cylinder body 110.

[0180] The damper protrusion 176 may be formed to protrude from at least one of the first surface 173a or the second surface 173b of the damper body 171. In other words, the damper protrusion 176 may be formed only on the first surface 173a, only on the second surface 173b, or on both the first surface 173a and the second surface 173b.

[0181] Multiple damper protrusions 176 may be arranged on the first surface 173a or the second surface 173b of the damper body 171 at regular rotational intervals. In this embodiment, three damper protrusions 176 are arranged at 120-degree rotational intervals; however, the arrangement is not limited to this, for example, two damper protrusions may be arranged at 180-degree intervals, or four damper protrusions may be arranged at 90-degree intervals. The protrusion height of the multiple damper protrusions 176 may be the same.

[0182] Because the damper 170 includes a damper protrusion 176 in addition to the damper body 171, the inflection point of the pedal reaction force can be controlled in more ways.

[0183] The damper protrusion 176 may be formed with a cross-sectional area decreasing in the direction away from the damper body 171. In this embodiment, the damper protrusion 176 is formed in a generally conical shape.

[0184] Because the cross-sectional area of ​​the damper protrusion 176 toward its front end is smaller than the cross-sectional area of ​​the portion connected to the damper body 171, the force required to compress and deform the damper protrusion 176 increases as deformation begins from the initial stage.

[0185] The damper body 171 may include a plurality of damper ribs 172 projecting outward from the outer peripheral surface 171a. The plurality of damper ribs 172 may be arranged to be spaced apart from each other.

[0186] Multiple damper ribs 172 can be arranged on the damper body 171 at regular rotational intervals. In this embodiment, six damper ribs 172 are arranged at 60-degree rotational intervals; however, the arrangement is not limited to this, for example, three damper ribs 172 can be arranged at 120-degree intervals, or four damper ribs 172 can be arranged at 90-degree intervals. The protrusion height of the multiple damper ribs 172 can be the same.

[0187] Because the damper 170 may include a damper rib 172 in addition to the columnar damper body 171, the inflection point of the pedal reaction force can be controlled in more ways.

[0188] Each damper rib 172 may include a protruding rib portion 172a and an inclined rib portion 172b.

[0189] The protruding rib portion 172a may be located at the longitudinal center portion on the outer peripheral surface 171a of the damper body 171, and the inclined rib portion 172b may be respectively connected to the opposite longitudinal ends of the protruding rib portion 172a.

[0190] Each inclined rib portion 172b may be formed such that the height by which it protrudes from the outer peripheral surface 171a of the damper body 171 decreases in the direction away from the protruding rib portion 172a. The inclined rib portion 172b may include an inclined surface, which may have a planar shape or a gently curved shape with curvature.

[0191] Because the damper rib 172 of the damper 170 is divided into a protruding rib portion 172a and an inclined rib portion 172b, the inflection point of the pedal reaction force can be controlled in more ways.

[0192] The following will refer to Figure 16 and Figure 17 Describes the deformation state of the damper 170 according to an embodiment of the present disclosure due to the stopper 140 and the pedal simulator piston 130.

[0193] When the driver presses pedal 70, the operating lever 90 and the reserve piston 120 can move forward by pressing pedal 70 (based on...). Figure 2 Moving to the left, the pedal simulator piston 130 can also move forward. Therefore, the damper 170 located between the stopper 140 and the pedal simulator piston 130 begins to be pressed by the pedal simulator piston 30.

[0194] In state A, the damper protrusion 176 formed on at least one of the first surface 173a or the second surface 173b of the damper body 171 contacts a corresponding one of the stop 140 or the pedal simulator piston 130. In this embodiment, the damper protrusion 176 formed on both the first surface 173a and the second surface 173b of the damper body 171 contacts the stop 140 and the pedal simulator piston 130, respectively.

[0195] In state B, the damper protrusion 176 is significantly compressed by the stopper 140 and the pedal simulator piston 130. Furthermore, portions of the first surface 173a and the second surface 173b of the damper body 171 that do not have the damper protrusion 176 contact the stopper 140 and the pedal simulator piston 130.

[0196] In state C, approximately the entire area of ​​the portion of the first surface 173a and the second surface 173b where the damper protrusion 176 is not formed is in contact with the stop 140 and the pedal simulator piston 130. Furthermore, the protruding rib portion 172a of each damper rib 172 contacts the inner diameter portion of the pedal simulator piston 130.

[0197] In state D, approximately the entire area of ​​the protruding rib portion 172a contacts the inner diameter portion of the pedal simulator piston 130. Furthermore, the outer peripheral surface 171a of the damper body 171, where the protruding rib portion 172a is not formed, contacts the inner diameter portion of the pedal simulator piston 130.

[0198] In state E, the pedal 70 is in its full stroke state, and approximately the entire area of ​​the unformed protruding rib portion 172a of the outer peripheral surface 171a of the damper body 171 is in contact with the inner diameter portion of the pedal simulator piston 130.

[0199] During the transition from state A to state E, the length of damper 170 in the longitudinal direction gradually decreases.

[0200] Figure 16 The markings A through E schematically illustrate the shape of the damper 170 in states A through E. Figure 17 The labels A to E in the diagram represent the correlation between displacement and force in states A to E. Figure 17 In this context, displacement represents the driver's travel on pedal 70, and force represents the reaction force of pedal 70.

[0201] Because the damper 170 includes a damper protrusion 176 and a damper rib 172 in addition to the cylindrical damper body 171, the inflection point of the pedal reaction force can be controlled at multiple points (e.g., marked A to E), and the gradient of the pedal reaction force can be adjusted to be gentle, thereby improving the pedal feel.

[0202] According to this disclosure, the diameter of the spare cylinder body is reduced, thereby reducing the overall size of the braking system used in the vehicle and achieving weight reduction.

[0203] Although this disclosure has been described with reference to the embodiments shown in the accompanying drawings, the embodiments of this disclosure are for illustrative purposes only, and those skilled in the art will understand that various modifications and other equivalent embodiments can be made from the embodiments.

Claims

1. A brake system for a vehicle, characterized by, include: Spare cylinder body; A spare piston, located in the spare cylinder body and configured to be movable by pressing a pedal; A pedal simulator piston, which is movably disposed in the spare cylinder body and spaced apart from the spare piston; A first backup chamber, which is defined in the backup cylinder body by the backup piston and the pedal simulator piston and configured to store brake fluid; A first spring, located in the first spare chamber and configured to elastically support the spare piston and the pedal simulator piston; A stopper, located in the spare cylinder body and configured to restrict the movement of the pedal simulator piston; A second spare chamber is defined in the spare cylinder body by the stopper and the pedal simulator piston and spaced apart from the first spare chamber, the second spare chamber being configured to store brake fluid; as well as A second spring, located between the stopper and the pedal simulator piston and configured to elastically support the pedal simulator piston, is located at the inner diameter portion of the pedal simulator piston.

2. The brake system for a vehicle according to claim 1, characterized by, The pedal simulator piston includes: The pedal simulator piston body; and A pedal simulator piston extension is connected to the pedal simulator piston body, and the inner diameter of the pedal simulator piston extension is larger than the inner diameter of the pedal simulator piston body. The second spring is located at the inner diameter portion of the piston extension of the pedal simulator.

3. The brake system for a vehicle according to claim 2, characterized by, The inner diameter portion of the piston extension of the pedal simulator includes: A base step portion, which connects to the inner diameter portion of the pedal simulator piston body, wherein the second spring is mounted on the base step portion; and A first diameter enlarged portion is connected to the base step portion and configured to surround the second spring.

4. The braking system for a vehicle according to claim 3, characterized in that, The inner diameter portion of the piston extension of the pedal simulator also includes a second diameter enlargement portion, which surrounds the second spring, and the inner diameter of the second diameter enlargement portion is larger than the inner diameter of the first diameter enlargement portion.

5. The brake system for a vehicle according to claim 4, characterized by, The inner diameter portion of the piston extension of the pedal simulator also includes a transition portion that connects the first diameter enlargement portion and the second diameter enlargement portion, and the transition portion surrounds the second spring. The inner diameter of the transition portion increases from the first diameter enlargement portion to the second diameter enlargement portion.

6. The brake system for a vehicle according to claim 2, characterized by, The stopper includes: The stop body is surrounded by the second spring; and A stop protrusion is connected to the stop body and protrudes outward from the stop body, the stop protrusion surrounding the second spring.

7. The braking system for a vehicle according to claim 6, characterized in that, The stopper protrusion includes: A stop step portion, which is connected to the stop body, wherein the second spring is disposed on the stop step portion; and A first stop protrusion is connected to the stop step portion and configured to surround the second spring.

8. The brake system for a vehicle according to claim 7, characterized by, The stopper protrusion further includes a second stopper protrusion, which surrounds the second spring, and the inner diameter of the second stopper protrusion is larger than the inner diameter of the first stopper protrusion.

9. The brake system for a vehicle according to claim 8, characterized by, The stopper protrusion includes a stopper transition portion that connects the first stopper protrusion and the second stopper protrusion, and the stopper transition portion surrounds the second spring. The inner diameter of the stopper transition portion increases from the first stopper protrusion to the second stopper protrusion.

10. The brake system for a vehicle according to claim 6, characterized by, The stopper body includes an anti-interference recess that is recessed inward in the region surrounded by the second spring.

11. A braking system for a vehicle, characterized in that, include: Spare cylinder body; A spare piston, located in the spare cylinder body and configured to be movable by pressing a pedal; A pedal simulator piston, which is movably disposed in the spare cylinder body and spaced apart from the spare piston; A first backup chamber, which is defined in the backup cylinder body by the backup piston and the pedal simulator piston and configured to store brake fluid; A first spring, located in the first spare chamber and configured to elastically support the spare piston and the pedal simulator piston; A second backup chamber, which is defined in the backup cylinder body by the pedal simulator piston and spaced apart from the first backup chamber, is configured to store brake fluid; A stopper, located in the second spare chamber and configured to restrict the movement of the pedal simulator piston; as well as A second spring, located between the stop and the pedal simulator piston and configured to elastically support the pedal simulator piston, The pedal simulator piston surrounds the second spring, and the maximum outer diameter portion of the pedal simulator piston is closer to the inner wall of the spare cylinder body than the maximum outer diameter portion of the second spring.

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